Service Training

Self-study programme 341

The 4.2l V8 5V engine

Design and function

 The 4.2l V8 5V engine will be launched in two
variants:
- In the Touareg, with an output of 228kW
- In the Phaeton, with an output of 246kW
The self-study programme portrays the design and
function of new developments!
The contents will not be updated.
2
Besides their differences in output, the two engines
will differ primarily as a result of the modifications
necessary for the Touareg's off-road capability.
S341_001
NEW Attention
Note
For current testing, adjustment and repair
instructions, please refer to the customer service
literature intended for this purpose.
At a glance

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Technical features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Engine mechanical system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Ancillary unit drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Toothed belt drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Intake system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Cylinder block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Crankshaft drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Camshaft adjustment system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Valve gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Lubrication system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Cooling circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Exhaust system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Secondary air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Engine management system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

System overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Functional diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

Test your knowledge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

3
 Introduction

Technical features
Development of the two V8 engines focussed
primarily on the following development objectives:

- Compliance with future emission regulations

- Reducing fuel consumption
- Increasing torque and output
- Reducing the weight of the engine
- Improving operating comfort
- Off-road capability in the case of the Touareg

S341_011

Engine mechanical system Engine management system

- V8 cylinder block - Bosch Motronic ME 7.1.1
- Cylinder head with 5-valve technology and - Sequential fuel injection
roller rocker fingers - Electronic ignition
- Inlet camshaft adjustment - Two hot film air mass sensors
- Two-stage variable intake manifold in the Phaeton - Secondary air system
- Three-stage variable intake manifold in the - One knock sensor per cylinder bank
Touareg - Two primary catalytic converter broadband
- Oil filter module lambda probes
- Twin-branch intake system - Two transient lambda probes after the catalytic
converter

4
Technical data

Engine code AXQ (Touareg) BGH (Phaeton)

Design type 8-cylinder V engine with a
90° V angle
Displacement [cm3] 4172
Bore [mm] 84.5
Stroke [mm] 93
Valves per cylinder 5
Compression ratio 11:1
Maximum output 228kW at 246kW at
6200 rpm 6500 rpm
Maximum torque 410Nm at 430Nm at
3000 to 4000 rpm 3500 rpm
Engine management system Bosch ME 7.1.1
Fuel RON 98, RON 95 with reduced output
Exhaust gas aftertreatment 4 catalytic converters, 4 lambda probes
secondary air system
Exhaust emission standard EU 4

Torque and output graph 228kW Torque and output graph 246kW

500 250 500 250

450 225 450 225
400 200 400 200

350 175 350 175

Output [kW]
Torque [Nm]
Output [kW]
Torque [Nm]

300 150 300 150

250 125 250 125

200 100 200 100

150 75 150 75

100 50 100 50

50 25 50 25

0 0 0 0
2000 4000 6000 2000 4000 6000
Engine speed [rpm] Engine speed [rpm]

S341_010 S341_012

5
 Engine mechanical system

Ancillary unit drive

The ancillary units are driven by means of a 7-groove poly-V belt. The ancillary unit drive fitted in the Phaeton
differs from that in the Touareg due to an additional guide roller and the different layout of certain ancillary units.

Touareg

In the Touareg, the alternator and air conditioning compressor are installed in a higher location than in the
Phaeton. As a result of this, the Touareg is capable of fording water up to a depth of 500mm.

S341_087

Toothed belt guard Notch on vibration damper

and mark on toothed belt
guard
Tensioning element
with
belt tensioner

S341_089

Belt pulley for

Belt pulley for air conditioner compressor
alternator

Belt pulley for

vane pump/power steering
Poly V-belt Belt pulley for Guide roller
7-groove vibration damper

Belt pulley for

Phaeton
vane pump/power steering
S341_088
An additional guide roller is required in the
Phaeton because the alternator is fitted in a lower
position than in the Touareg. This is due firstly to
the installation space conditions in the Phaeton
and secondly to the Touareg's necessary fording
capability.

Belt pulley for

Guide roller air conditioner compressor

6
Toothed belt drive
Both exhaust camshafts and the coolant pump are driven by the crankshaft in the toothed belt drive. The toothed
belt is tensioned via a belt tensioner and a hydraulic tensioning element.

Locating plates with bores

S341_091a S341_091b

S341_090
Exhaust camshaft sprocket
cylinder bank 1 Exhaust camshaft sprocket
cylinder bank 2

Hydraulic toothed belt tensioner Coolant pump

guide roller driving gear

Crankshaft Belt tensioner

Hydraulic
toothed belt
toothed belt tensioner
sprocket

When renewing or replacing the toothed belt, the crankshaft must be set to TDC cylinder No. 5. To
achieve this, the notch on the vibration damper must align with the mark on the toothed belt guard, and
the locating plates' two large bores must face each other inwards. ELSA provides information on the
detailed procedures for removing and installing the toothed belt.

7
 Engine mechanical system

Intake system
The fresh air intake system has a twin-branch design to reduce pressure losses. Both intake tracts are brought
together at the intake manifold upstream of the throttle valve module.
A hot film air mass meter per intake tract and an intake air temperature sender in the air mass meter G70 are used
to determine the intaken quantity of fresh air.

Air mass meter G70 Air mass meter 2 G246

Intake air temperature sender G42 Throttle valve module J336 cylinder bank 2
cylinder bank 1

S341_097

Intake manifold
The intake manifold is comprised of four bolted and
bonded magnesium components.
The Touareg is fitted with a three-stage variable
intake manifold and the Phaeton with a two-stage
variable intake manifold. In comparison with the
three-stage version, the two-stage design allows
intake tracts with high-volume cross-sections to be
implemented. This leads to an increase in engine
output.

In the event of repair, the entire intake

manifold has to be renewed, as the
bonded surfaces can no longer be sealed.

S341_098

8
Variable intake manifold
Variable intake manifold
The figure shows the two-stage variable intake change-over valve N156
manifold fitted in the Phaeton. Adjusting levers
It is comprised of the variable intake manifold
change-over valve, two vacuum units with adjusting
levers, a non-return valve, the hoses and the vacuum
reservoir in the front area of the vehicle.

Change-over

- From the torque position (long intake tract) to the

output position (short intake tract) at 4600 rpm.
- From the output position to the torque position at
4440 rpm.

S341_014
Vacuum units

Non-return valve

Torque position

Long intake ports are used in the torque position. This

leads to a high flow speed, extensive turbulence in the
cylinder, very good fuel/air mixing andrapid
combustion. In turn, this results in the development of
high torque.

S341_015

Output position

Short intake ports with the largest possible cross-

sections are used in the output position. This results in
high air throughput with good charging. In turn, this
leads to high power output.

S341_013

9
 Engine mechanical system

Cylinder block
The aluminium cylinder block has a 90° V
angle and is manufactured from an
aluminium alloy. The pistons run directly on
the aluminium alloy's silicon crystals. As a
result of this, no separate cylinder liners are
required. The gap between cylinders is
90mm.

S341_080

Cylinder head gasket

The cylinder head gasket is a triple-layer metal
gasket, whose outer layers are covered with a
coating.

Advantages: Coating

- Low settling behaviour

- Long service life

Metal layers
S341_016

10
Crankshaft drive
Crankshaft
Supported at five points, the crankshaft is forged from tempered steel.
Two connecting rods are located on each crank pin.
Due to different gearboxes, the crankshaft fitted in the 4.2l V8 5V engine in the Phaeton has an 8-hole pattern, and
that in the Touareg a 10-hole pattern, to the drive plate.

Phaeton crankshaft
with 8-hole pattern

S341_021 S341_025

Connecting rods
The connecting rods are machined as complete parts
and are finally separated by a tool, exerting great
force, to form the connecting rod and connecting rod
bearing cap. This process is called "cracking".
S341_023

S341_026

Valve pocket
Pistons
The aluminium pistons are equipped with a valve
pocket for the centre intake valve. Thanks to the valve
pocket, the pistons are cylinder bank-specific.

S341_024

11
 Engine mechanical system

Cylinder head
The aluminium cylinder head has been developed as
a cross-flow cylinder head. A good gas cycle and Inlet camshaft
therefore a good cylinder charge are achieved as a Drive chain for the
result of this. inlet camshaft
The cylinder head houses the camshafts, the inlet
camshaft drive and adjustment facility plus the valve
gear with 5-valve technology.

S341_076
Valve for
camshaft adjustment

Exhaust camshaft
Cross-flow cylinder head

Cylinder head cover

Decoupling element
The thin-walled cylinder head cover is manufactured
from a die-cast magnesium alloy. Cylinder head cover
Sealing between it and the cylinder head is achieved
using rubber gaskets. As a result of this, there is no
direct connection between the cylinder head cover
and the cylinder head, and engine vibrations are not
passed on to the cylinder head cover. The cylinder
Spacer sleeve
head cover is bolted using what are called
decoupling elements.

S341_022
Gasket Profiled
rubber grommet

Decoupling element

Cylinder head cover

gasket

ELSA provides information on the detailed procedures for preventing cylinder head cover warping and
guaranteeing reliable sealing.

12
Camshaft adjustment system
The gas exchange processes in the engine's combustion chamber exert a significant influence on output, torque
and pollutant emission. The camshaft adjustment system allows these gas exchange processes to be adapted to the
engine's relevant requirements.
This is carried out by changing the valve opening and closing times, depending on the engine speed, with the aid
of the inlet camshaft. In this case, the torque is increased in the lower to medium engine speed range, whilst output
is raised in the upper engine speed range.
Camshaft adjustment additionally improves internal exhaust gas recirculation.

Adjustment equates to a crank angle of 22° in the "advance" direction.

Tensioning piston

Chain tensioner sliding shoe

Oil reservoir chamber

Hydraulic cylinder with
switching piston

S341_033

Inlet camshaft control valve 1

N205
Locking pin for starting phase

Adjustment piston Sliding shoe adjuster

13
 Engine mechanical system

How it works:
Depending on the manner in which the camshaft adjustment valve is actuated, the oil is guided into two
different control ports. The ports are linked to the chambers on both sides of the adjustment piston.
Adjustment in the "retard" direction takes place via port A, whilst adjustment in the "advance" direction occurs via
port B.

Basic position: From idle speed to approx. 1000 rpm

Torque position: From approx. 1000 rpm to approx. 3600 rpm in the Touareg and approx. 5600 rpm
in the Phaeton
Output position: From approx. 3600 rpm in the Touareg and approx. 5600 rpm in the Phaeton

Basic position
Lubrication and
breather bore Locking pin
Engine off

No oil pressure is available when the engine is

Oil reservoir chamber
switched off. The spring-loaded locking pin is pressed
into the adjustment piston's detent groove, locking it. S341_034

Starting the engine

When the engine is started, the oil pressure is not yet

sufficient to press the locking pin out of the adjustment
piston's detent groove.

Control ports

Adjustment piston

The locking function and the oil reservoir chamber in the camshaft adjustment unit reduce vibrations in
the chain drive. Noise during the starting phase is minimised as a result of this.

14
Engine running

Once a specific oil pressure has been reached, the oil presses the locking pin - counter to the spring's force - out of
the detent groove, and the inlet camshaft can be adjusted.

Torque position

The torque position is activated at an engine speed of S341_038

between 1000 and 3600 rpm in the Touareg and
Detent groove
5600 rpm in the Phaeton.
Via port B, the oil is conducted to the adjustment
piston, pressing it into the torque position. In this Locking pin
position, inlet valve closing is advanced. This is
advantageous, as the flow speed in the intake
Torque
manifold is low in this engine speed range, and the position stop
fuel/air mixture follows the movement of the piston.
Thanks to advanced inlet valve closing, the mixture
can no longer be pushed back into the intake
manifold by the cylinder. Adjustment piston

Output position

As of an engine speed of approximately 3600 rpm in S341_036

the Touareg and 5600 rpm in the Phaeton, the system
switches to the output position (basic position).
Adjustment piston
Via port A, the oil is conducted to the adjustment
piston, pressing it into the output position.
In this position, inlet valve closing is retarded.
Thanks to the high flow speed at these high engine
Output
speeds, the fuel/air mixture continues to flow into the position stop
cylinder, although the piston is already moving up
again.

15
 Engine mechanical system

Valve gear
Camshaft adjustment
The V8 engine is equipped with 5-valve technology. valve
Camshaft
This offers a large flow crosssection and therefore roller chain
ensures a very good gas cycle. The valves are Inlet camshaft
actuated via roller rocker fingers with a hydraulic
valve clearance compensation element. Roller rocker
finger

Inlet valves
Exhaust camshaft

Exhaust valves

S341_027

Valve actuation
The valves are actuated by the camshafts by means of Camshaft
roller rocker fingers. The two exhaust valves are Toothed belt roller chain
actuated via a twin roller rocker finger, and the three
inlet valves via a triple roller rocker finger.

Single-cam
exhaust camshaft
S341_029

Twin Double-cam
roller rocker finger inlet camshaft

Triple
roller rocker finger

16
The roller rocker fingers are mounted on an axle shaft. The axle shaft is used to simultaneously supply the bearings
and the hydraulic valve clearance compensation elements with oil.

- The hydraulic valve clearance compensation elements are located directly in the lever arm above the valves.
- The rollers are each seated between the lever arms.

Exhaust valves Inlet valves

Single cam Twin roller rocker finger Double cam

Axle shaft with

oil supply
Hydraulic valve clearance
compensation element
Roller seated between
the lever arms Triple roller rocker finger
Oil spray bore

Oil duct
Exhaust valves 1 and 2
Inlet valves 1 and 3
Inlet valve 2
S341_032 S341_030

Inlet roller rocker finger

tolerance compensation
Minor alignment and component tolerances may Inlet camshaft
occur between the inlet camshaft cams and the Camshaft axis
roller rocker finger rollers.
To guarantee even pressure between the
components, the inlet roller rocker finger axle
shaft is of a convex design. Shaft axis (actual)
This prevents the roller rocker fingers
from canting.

Shaft axis (nominal)

S341_028
Rollers
Axle shaft for
roller rocker fingers Roller rocker fingers

The axle shaft's tolerance versus the camshaft is shown in grossly exaggerated form to depict it
more clearly.

17
 Engine mechanical system

Oil circuit
The oil circuit fitted in the 4.2l V8 5V engine in the Phaeton and the Touareg is primarily identical. However, the oil
intake system differs due to the Touareg's off-road capability. The particulars of, and differences between, the oil
circuits will be presented over the next few pages.

The Figure shows the oil circuit fitted in the 4.2l V8 5V engine in the Phaeton.

Cylinder bank 1 Cylinder bank 2

Inlet Throttles S341_084

camshaft
adjustment

Oil retention valves

Roller rocker fingers Camshafts

Oil filter module

Spray jet valve

Bypass valves

Filter element

Oil pressure regulating valve

Oil pan upper section

Oil cooler Oil pan lower section

Duocentric oil pump

Oil drain plug

Oil without pressure

Oil pressure switch Oil under pressure

18
Duocentric oil pump
The duocentric oil pump is bolted to the cylinder block
Housing
and is driven by the crankshaft via a chain drive. The S341_042
oil pressure regulating valve is integrated into the oil
Outer rotor
pump and regulates the engine's oil pressure.

Oil pressure regulating valve

Drive shaft
with inner rotor

Housing cover
with oil intake tube
Oil filter module
The oil filter module is bolted onto the side of cylinder
bank 1. It contains the oil filter element, the oil
pressure switch and an oil cooler. The oil cooler is
bolted onto the oil filter module and is connected to
the coolant circuit. The oil filter module also houses
the connections for cooling the alternator.

Oil filter
module
Oil pressure switch

S341_095

Coolant supply
Coolant supply
Coolant supply to the
from the engine Oil return to the engine
alternator

Coolant return from the

alternator

Oil supply from

the engine

S341_094
Sealing cap

S341_096 Oil cooler

19
 Engine mechanical system

Oil pan
The oil pan is comprised of two components; an upper oil pan section and a lower oil pan section. The oil pans in
the Phaeton and the Touareg differ due to their differing requirements.
The seal between the two parts and the cylinder block is achieved by means of a liquid silicone seal.

Oil pan upper section

Phaeton oil pan

The upper section of the oil pan is manufactured from

die-cast aluminium and the lower section of the oil
pan from sheet steel.
Due to the installation space conditions, the oil pan
lower section is designed very flat and broad.

Oil pan lower section

S341_049

Oil pan upper section

Touareg oil pan

In the Touareg, both parts are manufactured from

die-cast aluminium. Higher stiffness is achieved
in this way.
Due to the vehicle's off-road capability requirements,
the oil pan lower section is designed to be narrow
and deep. Due to the low oil intake point and, in
comparison with the Phaeton, lower oil level,
guaranteed oil intake with little oil foaming is
achieved on gradients.

S341_051

Oil pan lower section

20
Off-road capability measures

Housing Outer rotor

Oil pump Drive shaft with
inner rotor
A two-stage oil pump is fitted to ensure that the S341_053
engine is supplied with oil under all operating Housing
conditions, even off-road. This is comprised of the
main oil pump and a so-called suction oil pump. Both
pump gear sets are identical.
Oil pressure regulating
valve

Inner rotor
Outer rotor
Housing cover
with connection for
rear oil intake tube

Normal travel and hill descent

S341_050 Oil pan upper section
During normal travel and hill descent, the majority of
the oil is located in the lower section of the oil pan.
The oil is intaken by the duocentric oil pump and
pumped into the oil circuit.

Oil pump Oil intake tube

Hill ascent Suction oil pump

S341_052
During hill ascent, part of the oil is located in the
rear area of the oil pan upper section. It is now Rear oil intake tube
pumped into the lower section of the oil pan by the
suction oil pump, where it is again intaken by the
duocentric oil pump.

Oil pan upper section

21
 Engine mechanical system

Cooling circuit
The Figure shows the cooling circuit fitted in the 4.2l V8 5V engine in the Phaeton with an auxiliary coolant heater.

To the
heating system heat exchangers
Breather pipe Coolant temperature sender G62

Expansion tank

Alternator Heater coolant shut-off

valve N279

Auxiliary coolant heater

Gearbox oil cooler Oil filter module

Water pump V36
with oil cooler

Coolant pump

Thermostat
S341_054
Radiator outlet coolant
temperature sender G83 Radiator

Water pump V36 Alternator

The water pump ensures coolant circulation for the Cooling the alternator via the engine coolant circuit
auxiliary coolant heater whilst the engine is protects it against overheating and therefore ensures
switched off. a longer service life and better efficiency.

Heater coolant shut-off valve N279 Oil cooler

During auxiliary coolant heater operation, the shut- The oil cooler is bolted onto the oil filter module; the
off valve disconnects the engine coolant circuit from coolant flows through it.
the heating system heat exchangers
in the vehicle's interior.

Radiator outlet coolant temperature

sender G62 and G83
Comparison between the two coolant temperature
senders forms the basis of actuation of the electric
coolant fans.

22
Fuel system
The Figure shows the fuel system fitted in the Phaeton. It differs slightly from the fuel system installed in the Touareg.
The Touareg has a return-free fuel system, in which the fuel pressure regulator is installed in the fuel filter.

Fuel pump G23 Return pipe

Non-return valve Fuel pressure regulator

Auxiliary coolant
heater supply pipe
Fuel rail
Fuel filter

Supply pipe

Filler hose from

filler neck

Fuel system pressurisation

pump G6

Injectors N83-N86
S341_055
Direction of travel
Injectors N30-N33
Suction jet pumps

Filler hose from filler neck Suction jet pumps

On fuelling, the fuel is pumped into the tank by the
fuel system pressurisation pump G6.
Electric fuel pumps
Two fuel pumps are required due to the shape of the
fuel tank. These pump the fuel to the fuel rail, to the
suction jet pumps (fuel system pressurisation pump G6
only) and to the auxiliary coolant heater (fuel pump
G23 only).
Non-return valve
This prevents fuel flowing from the fuel tank to the fuel
pressure regulator.
These are supplied with fuel by the fuel system
pressurisation pump G6. The suction jet pumps then
pump the fuel to each of the fuel pumps positioned
opposite them.
Fuel pressure regulator
This is located on the fuel rail. A springloaded
diaphragm valve regulates the fuel pressure to 4bar.
During this process, the cross-section to the fuel return
is enlarged or reduced depending on the pressure.
Injectors
These inject the fuel into the cylinders.

23
 Engine mechanical system

Exhaust system
The exhaust system is a twin-branch design.
It is comprised of two catalytic converters beneath the bonnet, two flexible decoupling elements, two front silencers
designed as baffled silencers, a centre silencer designed as an absorption silencer and two rear silencers designed
as baffled silencers.
The catalytic converters' substrate material is comprised of ceramic.

Broadband lambda probe G108

Broadband lambda probe G39

Primary catalytic converter

Transient lambda probe after

catalytic converter G130

Catalytic converters with

front silencers

Rear silencers
Pipe convergence

Decoupling elements
Centre silencer

Transient lambda probe after

catalytic converter G131

S341_061

Pipe convergence

The exhaust gases of both exhaust pipes converge

upstream of the centre silencer. In this case, the sound
waves overlap and noise emissions decrease.

S341_062

24
Secondary air system
J220

N112
Supplied with current
No current supplied

G108

G70 G62
G39
B
A+B Combination valves
G39 Lambda probe
G62 Coolant temperature sender
G70 Air mass meter
G108 Lambda probe 2
J220 Motronic control unit V101
J299 Secondary air pump relay
J299
N112 Secondary air inlet valve
V101 Secondary air pump motor
S341_064

Due to the high level of mixture enrichment during
cold starting and the warm-up phase, a high
percentage of uncombusted hydrocarbons occurs in
the exhaust gas in this period.
The catalytic converter is unable to process this high
percentage of hydrocarbons, because:
Thanks to air injection downstream of the exhaust
valves, the exhaust gases are enriched with oxygen,
leading to oxidation (afterburning) of the
hydrocarbons and the carbon monoxide. The heat
released during this process additionally heats the
catalytic converter, helping it to reach its
operating temperature faster.

- the catalytic converter has not yet reached its
necessary operating temperature and
- a lambda 1 mixture has to be present for full
conversion to take place.
The secondary air system is comprised of:
- the secondary air pump motor V101,
- two combination valves A + B and
- the secondary air inlet valve N112.

25
 Engine management system

System overview
Sensors The system overview shows the 4.2l V8 5V engine
fitted in the Phaeton.

Air mass meter G70 with

intake air temperature sender G42
Air mass meter 2 G246

S341_072
Engine speed sender G28

Hall sender G40, G163

Lambda probe G39, G108

Steering angle sender G85

Lambda probe after catalytic converter G130, G131

Throttle valve module J338

Throttle valve drive angle sender for electric throttle
G187, G188
ABS control unit J104

Coolant temperature sender G62

Radiator outlet coolant temperature sender G83

Automatic gearbox
Knock sensor G61, G66
control unit J217

Accelerator position sender G79

Accelerator position sender 2 G185

Control unit with display

in dash panel insert J285
Brake light switch F and
brake pedal switch F47

Kick-down switch F8 Air conditioning system

operating and display unit

Auxiliary signals

26
 Actuators
Fuel pump relay J17 and
Diagnostic connection fuel system pressurisation pump G6
Electric fuel pump 2 relay J49 and
fuel pump G23

Injectors
N30, N31, N32, N33
N83, N84, N85, N86

Ignition coils with output stage

N70, N127, N291, N292
N323, N324, N325, N326

Motronic control unit J220

with altitude sender F96 Motronic current supply relay J271

Activated charcoal filter system solenoid valve 1 N80

Secondary air pump relay J299

Secondary air pump motor V101

Secondary air inlet valve N112

Throttle valve module J338 with

Throttle valve drive (electric
power control) G186

Inlet camshaft control valve N205, N208

Continued coolant circulation relay J151

Water pump V36

Variable intake manifold change-over valve N156

Lambda probe heater Z19, Z28

Lambda probe 1 and 2 heater after catalytic

converter Z29, Z30

Radiator fan control unit J293, J671 with

radiator fan V7, V177

Auxiliary signals

27
 Engine management system

Sensors

Air mass meter G70 with intake air temperature sender G42 and air mass
meter 2 G246

Due to the available installation space, the intake tract has a twin-branch design.
Air mass meter G70 is installed along with intake air temperature sender G42 in the intake tract on the cylinder
bank 1 side. Air mass meter G246 is installed in the intake tract on the cylinder bank 2 side.
From the signals transmitted by the two air mass meters and the intake air temperature sender, the engine control
unit calculates the mass and the temperature of the intaken air respectively.

Air mass meter G70

Intake air temperature sender G42 Air mass meter 2 G246
Cylinder bank 1 Cylinder bank 2

S341_102

Signal usage Effects in the event of failure

The signals are used to calculate all load- and engine If an air mass meter fails, the throttle valve position
speed-dependent functions. These include the and the engine speed are used as correction values.
injection period, ignition timing or camshaft If the intake air temperature sender fails, a substitute
adjustment, for example. value is assumed.

28
Engine speed sender G28
Engine speed sender G28
The engine speed sender is secured to the gearbox
housing. It samples a 60-2 sender wheel, which is Sender wheel with 60-2
secured to the drive plate. Based on these signals, the reference mark
engine control unit detects the engine speed and the
position of the crankshaft. A segment gap on the
sender wheel serves the sender as a reference mark.

Signal usage

The signal is used to calculate the injection point, the

quantity injected and the ignition timing. It is
additionally used for camshaft adjustment and the
activated charcoal filter system.

Effects in the event of failure S341_103

In the event that the sender fails, the engine continues Drive plate
to run, but re-starting it is no longer possible.

Due to the different gearboxes which are

fitted, the drive plate installed in the
Phaeton is secured to the crankshaft with
eight bolts and that in the Touareg
with ten bolts.

29
 Engine management system

Hall sender G40 and G163 Hall sender G40

Hall sender G40 is located on cylinder bank 1, and

hall sender 2 G163 is positioned on cylinder bank 2.

Signal usage

Thanks to the two hall senders, the engine control unit

recognises the position of each cylinder bank's inlet
camshafts. The signals are used for camshaft
adjustment, and to calculate the injection point and
the ignition timing.

Effects in the event of failure S341_099

No further camshaft adjustment takes place if a hall

sender fails. The engine continues to run and also re- Hall sender 2 G163
starts again after switching off thanks to run-on
recognition.

S341_085

30
Knock sensors G61 and G66
The 4.2l V8 5V engine is fitted with two knock sensors.
Knock sensor 1 G61 is seated in the V on cylinder bank
1, and knock sensor 2 G66 is located on the outside on
cylinder bank 2.

Signal usage

The knock sensors detect knocking combustion.

Regulation enables the ignition timing to be shifted
towards the knock limit, therefore increasing the
engine's efficiency.

Effects in the event of failure

S341_083
If a knock sensor fails, the corresponding cylinder
bank's ignition timing is adjusted in the "retard"
direction. If both knock sensors fail, all of the
cylinders' ignition timing is adjusted in the
"retard" direction.

S341_079

31
 Engine management system

Actuators

Inlet camshaft control valve 1 N205 and

inlet camshaft control valve 2 N208
Both valves are bolted to the cylinder head. Inlet camshaft control valve 1 N205 is located on cylinder bank 1, and
inlet camshaft control valve 2 N208 is positioned on cylinder bank 2.

Task Effects in the event of failure

Depending on actuation by the engine control unit, If an electrical cable to the camshaft adjusters is
these have the task of adjusting the inlet camshafts. defective or a camshaft adjuster fails, no further
Inlet camshaft adjustment equates to a crank angle of camshaft adjustment is carried out.
22° in the "advance" direction. Less torque is available.

Inlet camshaft control valve 1 N205 Inlet camshaft control valve 2 N208

S341_100 S341_101

32
Variable intake manifold change-
over valve N156
The variable intake manifold change-over valve is
secured to the intake manifold on the toothed
belt side.

Task

This is a solenoid valve and is actuated by the engine

control unit depending on load and engine speed.
When this occurs, the valve either releases or seals
the route from the vacuum reservoir to the vacuum
units. The actuators then actuate the intake manifold
change-over flaps and switch to the torque or the S341_081
output position.
Vacuum units

Effects in the event of failure

Variable intake manifold change-over valve N156
If the variable intake manifold change-over valve
fails, intake manifold change-over is no longer
possible. The intake manifold remains in the output
position, and less torque is available.

33
 Functional diagram

The functional diagram shows the 4.2l V8 5V engine fitted in the Phaeton.

30
15

87a

S S S S S S

J299

N205
N112
N156
N32

N208
N33

N83
N31

N84

N86
N30

N85

N80
V101

A J220

N326
N324

N325
N323
N292
N291
N127
N70

F8

S341_092a
31

A Battery G83 Radiator outlet coolant temperature sender

F Brake light switch G108 Lambda probe 2
F8 Kick-down switch G130 Lambda probe after catalytic converter
F47 Brake pedal switch G131 Lambda probe 2 after catalytic converter
G6 Fuel system pressurisation pump G163 Hall sender 2
G23 Fuel pump G185 Accelerator position sender 2
G28 Engine speed sender G186 Throttle valve drive (electric power control)
G39 Lambda probe G187 Throttle valve drive angle sender 1 for electric
G40 Hall sender throttle
G42 Intake air temperature sender G188 Throttle valve drive angle sender 2 for electric
G61 Knock sensor 1 throttle
G62 Coolant temperature sender G246 Air mass meter 2
G66 Knock sensor 2 J17 Fuel pump relay
G70 Air mass meter J49 Electric fuel pump 2 relay
G79 Accelerator position sender J151 Continued coolant circulation relay
J220 Motronic control unit

34
30
15

87a

S S S S S S

J151 F47 F G70 G42 G246 G39 / Z19

V36

J220

J293 J671

J338
V7 V177
G188 G187 G186
G79 G185

S341_092b
31

J271 Motronic current supply relay N84 Injector, cylinder 6

J293 Radiator fan control unit N85 Injector, cylinder 7
J299 Secondary air pump relay N86 Injector, cylinder 8
J338 Throttle valve module N112 Secondary air inlet valve
J519 Onboard supply control unit N127 Ignition coil 2 with output stage
J671 Radiator fan control unit 2 N156 Variable intake manifold change-over valve
K Diagnostic connection
M9 Left brake light bulb
M10 Right brake light bulb
N30 Injector, cylinder 1
N31 Injector, cylinder 2 Colour code/legend
N32 Injector, cylinder 3
N33 Injector, cylinder 4 = input signal
N70 Ignition coil 1 with output stage = output signal
N80 Activated charcoal filter system solenoid valve 1
N83 Injector, cylinder 5
= positive
= earth
= CAN powertrain data bus

35
 Functional diagram

30
15

87a

J519
S S

G130 / Z29 G108 / Z28 G131 / Z30 J49 J17 J271

G23 G6

J220

K
G163 G40 G28 G66 G61 G62 G83

S341_092c
31

N205 Inlet camshaft control valve 1 Z19 Lambda probe heater

N208 Inlet camshaft control valve 2 Z28 Lambda probe 2 heater
N291 Ignition coil 3 with output stage Z29 Lambda probe 1 heater after catalytic converter
N292 Ignition coil 4 with output stage Z30 Lambda probe 2 heater after catalytic converter
N323 Ignition coil 5 with output stage 1 Switch for CCS
N324 Ignition coil 6 with output stage 2 CAN data bus
N325 Ignition coil 7 with output stage 3 CAN data bus
N326 Ignition coil 8 with output stage K Diagnostic connection
P Spark plug connector
Q Spark plugs
S Fuse Colour code/legend
V7 Radiator fan
V36 Water pump = input signal
V101 Secondary air pump motor = output signal
V177 Radiator fan 2
= positive
= earth
= CAN powertrain data bus

36
 Test your knowledge

Which answer is correct?

One, several or all answers may be correct.

1. What are the differences between the ancillary unit drives in the Touareg and the Phaeton?

a) Due to the Touareg's off-road capability requirements, some of its ancillary units are
positioned higher than in the Phaeton.

b) The Touareg is fitted with a 5-groove poly-V belt and the Phaeton with a 7-groove poly-V belt.

c) There are no differences.

2. What has to be noted when changing the toothed belt?

a) The notch on the belt pulley/vibration damper and the mark on the toothed belt guard
must align.

b) The large bores in the locating plates (camshaft sprockets) must be located opposite each
other on the inner side.

c) The small bores in the locating plates (camshaft sprockets) must be located opposite each
other on the inner side.

3. In how many stages is the variable intake manifold fitted in the 4.2l V8 5V engine in the Touareg
and the Phaeton adjusted?

a) Both engines are fitted with a two-stage variable intake manifold.

b) The Touareg is fitted with a three-stage variable intake manifold and the Phaeton with a two-stage
variable intake manifold.

c) Both engines are fitted with a three-stage variable intake manifold.

37
 Test your knowledge

4. What is the purpose of the suction oil pump fitted in the Touareg?

a) The suction oil pump supplies the cylinder head with oil.

b) The suction oil pump supplies the camshaft adjustment system with oil.

c) When climbing hills, the suction oil pump pumps oil from the rear area of the oil pan upper section into the
oil pan lower section, thereby ensuring that oil is supplied.

5. Where is the engine speed sender installed?

a) It is bolted centrally onto the cylinder block.

b) It is secured to the gearbox housing, and samples a sender wheel on the drive plate.

c) It is bolted into the cylinder block in the area of the toothed belt.

6. What are the advantages of a camshaft adjustment system?

a) Camshaft adjustment is used to improve output in the upper engine speed range and torque in the lower
engine speed range.

b) The camshaft adjustment system is used to improve internal exhaust gas recirculation.

c) Camshaft adjustment is used to improve output in the lower engine speed range and torque in the upper
engine speed range.

7. What is the purpose of the secondary air system?

a) Secondary air injection serves to increase performance in the partial load range.

b) Secondary air injection serves to reduce exhaust emissions in the cold-starting phase.

c) Thanks to secondary air injection during the cold-starting phase, the catalytic converter reaches its
operating temperature faster.

38
39
Solutions
1. a)
2. a), b)
3. b)
4. c)
5. b)
6. a), b)
7. b), c)
 341

© VOLKSWAGEN AG, Wolfsburg

All rights and technical changes reserved.
000.2811.56.20 Technical status 08.2005

Volkswagen AG
Service Training VK-21
Brieffach 1995
D-38436 Wolfsburg

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